Two-cycle internal-combustion engine.



A. E. WILLIAMS.

TWO-CYCLE INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR-9,1914.

1,169,899. Patented Feb. 1, 1916.

2 SHEETSSHEET l.

WIT/YES 55 z 4' AECHEYK WLL/HMHS A. E. WILLIAMS. TWO-CYCLE INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR.9, 1914.

Patented Feb. 1, 1916 2 SHEETS-SHEET 2 54 52. lli

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TWO-CYCLE INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Feb. 1, 1916.

Application filed March 9,.1914. Serial No. 823,277.

To all whom it may conc rn:

Be it known that I, ARCHEY E. WILLIAMS, a citizen of theUnited States, residing at Los Angeles, county of Los Angeles, and State of California, have invented a new and useful Improvement in Two-Cycle Internal-Combustion Engines, of which the following is a specification.

This invention relates to internalcombustion engines and more particularly to engines of the two stroke type, and the principal object is to provide an engine of this type with a cylindrical valve to control the passage of the explosive charge.

It is also an object to provide a two stroke internal combustion engine with a charging chamber entirely independent of the engine base, into which the explosive charge is drawn, and from which delivered to the combustion chamber.

It is also an object to provide a two-cycle internal combustion engine with means to operate the rotary valve at engine speed together with suitable oiling devices operated by the same shaft...

It is a still further object to provide means to accelerate the delivery of the explosive charge to the explosion chamber of a two-cycle engine, from the delivery chamber by eccentric connections to the crank shaft of the engine.

In the drawings accompanying this specification Figure 1 is a central longitudinal section taken transversely of the crank shaft, a rotary valve being in the receiving position. Fig. 2 is a side elevation from the inlet side.of the engine one cylinder and delivery chamber being shown in section, with the parts in opposite position to that shown in Fig. 1, a small section of the dash board being shown with the sight feed mounted thereon. Fig. 3 is a detail section on the axial line of the valves, one in section and one in plan.

In the operation of internal combustion engines of the two-cycle type, the ordinary operation of the valve and the delivery of Y the explosive charge therethrough has not been rapid enough and these difliculties have been overcome in this invention.

More specifically in the drawings numerals 4 and 5 designate the lower and upper sections of the crank casing or base of the engine, the upper 5 carrying the ball bearings of the crank shaft 6, the latter being shown as having two cranks, with the operating cylinders 7 and 8 supported thereover, though it is understood that the number may be multiplied as desired.

The cylinders 7 and 8 are shown as cast or formed en bloc and resting on the upper of the casing sections, and taking the cylinder- 7 to describe, the lower wall or skirt 9 of the cylinder extends into the easing and the outer machined periphery of this skirt forms one of the walls of the charging chamber, and together with the inner cylindrical portion of the casing 5 form the sliding surfaces between which the plunger 10 is mounted. This plunger 10 is of the tubular type the outer skirt being of greater length, and in bosses formed on the inner portions of the skirts, the plunger rod pins 11 are supported at diametric points to which a pair of connecting rods 12-12 are hinged at their upper ends, the lower ends being connected to the eccentric straps 14l4= embracing the eccentrics 15-15 keyed to the crankshaft 6. These eccentrics are mounted on the crank shaft at either side of the crank, having their throw from 145 to 170 in advance of that of the crank. This mounting of the eccentrics causes an acceleration of the vertical travel of the plunger over that of the piston, during the period when the crank is making its horizontal travel. The result attained is, that while the top of the piston 19 on its downward stroke is registering with the port 22, and the crank is making its horizontal travel, the plunger completes its upward travel, thus forcing the mixture which has been drawn into the charging chamber on the previous down stroke, through the inlet port 22 into the Working cylinder. cylinder 8. Continuing with the cylinder 7 shown in section, its piston rod .17 is secured to the crank pin formed integral with the shaft 6, this rod being secured to the piston pin 18 which is supported in the piston 19. This piston is supplied with rings 20 and on its top is formed the arcuate flange 21 to deflect the gases as they enter the combustion chamber through the inlet port 22 which communicates with the valve chamber formed on the inlet side of the cylinder casting. Opposite to the inlet port is the ex haust port 23, each of these ports being divided by a central rib so that the rings on the piston are safely carried by.

The rotary valve 25 is a tubular struc- Eccentric 16 is for plunger forture closely fitting within the cylindrical valve chamber, one end of the valve being closed and formed with a hub 26 by which it is keyed and secured to the shaft'27 by a pin 28, the valve shaft being mounted centrally of the valve chamber in su1table bearings in the Wall 29 intermediate the two chambers and in the apertured .closures 30 and 31 thereto. These closures are threaded into the opposite openends of the valve chambers for convenience in assembling, closure 30 at the front of the engine allowing the shaft to extend to the gear 32 carried in the gear casing and keyed to the valve shaft this gear being of the same size as the operating gear 33 on the crank shaft,-so that the valve shaft is turned at engine speed and in the same direction, as shown by the arrows.

The one port in this valve is preferably divided to conform to the inlet port to the cylinder and the open end provides the other inlet or exit according to the position and the direction of the flow. To prevent backfiring danger a conical screen 35 of fine mesh is supported in the valve, the small end being secured to the hub, and the base to the inner periphery of the open end of the hollow valve.

The outer side walls of the valve chamber are ported and flanged as at 37 and are adapted to connect with a manifold 38 which in turn is adapted to be connected to a suitable carburetor or source of fuel supply. The wall 29 separating the valve chambers is continued in the upper portion of the casing 5 and forms the division between the two ports which enter the respective charging chambers above the plungers The port 39 connects with the compression chamber of the cylinder 7, the front portion of the port registering with the open end of the valve 25. A similar valve 40 connects with the cylinder '8 and one arm of the manifold 38 connected to the flanged inlet 41, communication being made through a port 42 in the valve and the ported passage 43 from the valve chamber to the charging chamber surrounding the-cylinder 8 and coiiperating therewith. The closure 31 to this valve chamber forms a portion of the housing 44 to the pump gears 45, one being mounted on the pump shaft 46, the other on the valve shaft 27, the pump being located in the oil sump 47 in the lower casing 4. From this pump the oil is conveyed by the pipe 48 to the two sight feeds 49, from which the delivery pipes lead 50 to the valve chamber of valve 40 and 51 to the valve chamber of valve 25.

The cylinders are shown as water cooled and the jacket surrounding the two is continuous and supplied with a suitable inlet 52. The heads of the cylinders are preferably of the open type and are closed by the flanged inserts 53, the tapered flange seating in the head and held in position by the nut 54. These inserted heads are preferably hollow so that the spark plugs and 56 for the cylinders are efiiciently cooled.

The operation is of the same general principle of the ordinary two stroke engine, the crank shaft carrying the fly wheel 57 being turned clockwise or in the direction indicated by the arrows the valve shaft is turned in the same direction by the use of an intermediate gear 58, and taking Fig. 1 the port 34 in the valve 25 is opposite the inlet 37 to'the valve chamber and the explosive mixture is being drawn into the compression chamber by the downward stroke of the plunger -10, the piston having reached the upper limit of its stroke and beginning its working stroke by the ignition of the charge.- The burned gases begin to exhaust before the inlet port is uncovered and the port in the valve reaches or registers therewith to deliver the charge from the charging chamber, the delivery being continuous until the port in the cylinder is closed by the piston, the parts being so timed that the plunger reaches its upward limit at this time, and the continued upward movement of the piston completes the compression for ignition.

As previously described-the eccentrics pro vide an acceleration during a portion of the strokes of the plungers, as well as adjustment and ease of lubrication. Guide pins 60 are shown, working in grooves in the plungers 10 to prevent turning.

What I claim is:

1. A two-cycle internal combustion engine comprising a cylinder inclosing a combustion chamber, a piston slidably mounted therein, a casing surrounding a portion of said cylinder and forming therewith a compression chamber, a plunger mounted in said compression chamber, a crank operated valve connecting said chambers, and eccentric connection between said piston and plunger whereby a charge is delivered from said charging chamber to said combustion chamber with an accelerated action' just before the end of the piston stroke.

2. A two stroke internal combustion engine comprising a cylinder having a skirt provided with a plurality of surfaces, a piston slidably mounted in relation to one of said surfaces, :1 plunger mounted in slidable relation to the other of said surfaces, a casing surrounding said plunger and forming a sliding surface therefor, a rotary valve intermediate said piston and said plunger, and eccentric operating connections between said piston and said plunger, whereby they are reciprocated in the same and opposite direction during one stroke. I

3. A two-cycle internal combustion engine comprising a cylinder having a wall provided with an internal sliding surface and an external sliding surface, with inlet and exhaust ports' located above said external surface, a ported casing for the portion of said cylinder provided with the internal and external sliding surfaces, having a concentric interior surface adapted to form a sliding contact for a plunger, a piston slidably mounted in said cylinder and engaging the internal surface thereof and adapted to open and close said inlet'and exhaust ports, a plunger slidably mounted in said casing and engaging the external wall of said cylinder,

a rotary valve provided with a port and an open end, rotatably mounted intermediate said ported casing and said inlet port of said cylinder, a crank shaft mounted in operable relation to said piston and plunger, connections from said shaft to said piston, and eccentric operated connections from said shaft to said plunger whereby said piston and said plunger are operated in the same and opposed directions during a cycle.

4. A two-cycle internal combustion engine means to connect said piston, plunger and rotary valve in operable relation to control a gaseous mixture adapted to be ignited within said cylinder.

ARCHEY E. WILLIAMS.

Witness es:

WALTER P. KEENE. J. W. BRILL. 

